EP0188998A1 - Avion à haute manoeuvrabilité - Google Patents

Avion à haute manoeuvrabilité Download PDF

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Publication number
EP0188998A1
EP0188998A1 EP85810021A EP85810021A EP0188998A1 EP 0188998 A1 EP0188998 A1 EP 0188998A1 EP 85810021 A EP85810021 A EP 85810021A EP 85810021 A EP85810021 A EP 85810021A EP 0188998 A1 EP0188998 A1 EP 0188998A1
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EP
European Patent Office
Prior art keywords
aircraft
airplane according
surface parts
wing
fuselage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP85810021A
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German (de)
English (en)
Inventor
Treuhand Gmbh Fides
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to EP85810021A priority Critical patent/EP0188998A1/fr
Publication of EP0188998A1 publication Critical patent/EP0188998A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/38—Adjustment of complete wings or parts thereof
    • B64C3/42—Adjusting about chordwise axes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C5/00—Stabilising surfaces
    • B64C5/08—Stabilising surfaces mounted on, or supported by, wings

Definitions

  • the present invention relates to a super-maneuverable aircraft, in particular a fighter aircraft with jet engines.
  • a combat aircraft it is crucial that it has very good maneuverability. It should be able to fly quickly, but should also be able to switch quickly to slow flight with the possibility of high turning speeds and should be able to brake quickly during the flight.
  • a braking force can be achieved by reversing the thrust of the jet engine, however. the braking force is only about 70% of the maximum thrust. This delay is not large enough for a quick evasive maneuver.
  • a braking force as air resistance can also be generated by giving the aircraft a very high angle of attack of 30 ° to 60 °. At high speeds, however, impermissibly high accelerations occur. Therefore, this method can only be used at lower airspeeds.
  • Airplanes are known which are referred to as super-maneuverable, for example a fighter aircraft belonging to the category of the vertical takeoff, the jet engines of which can be adjusted in the vertical direction. This allows the aircraft to climb faster, slowing it down more than a conventional aircraft.
  • swiveling engines or swiveling nozzle assemblies are very complex.
  • the aircraft has all the control elements provided for this purpose, electronic and electrical equipment necessary to operate the aircraft in a conventional manner.
  • the aircraft has additional surfaces 6 and 7, which are shown in FIG. 1 in the pivoted-down state.
  • the additional surfaces are normally in this position and have no effect on the normal flight behavior of the aircraft, since they nestle against the wing surfaces, as can be seen from the section according to FIG. 10.
  • the additional surfaces are pivoted down about their axes 8, 9, these axes 8 or 9 being generally arranged approximately parallel to the longitudinal central axis RM of the fuselage of the aircraft.
  • folding down there are no additional air forces. These only occur when the aircraft is brought into a sliding angle position by actuating the rudder 10 (FIGS. 3 and 4). Then these additional surfaces are flown to the side and with large sliding angles from 30 0 to 60 0 large lateral forces occur in the lateral direction, which enable sharp turning maneuvers without the aircraft having to perform a rolling movement.
  • the dimensions of the additional areas are to be adapted to the type of aircraft and can amount to 10 to 60% of the wing area of the aircraft. This ensures that the lateral forces do not become greater than pilots can withstand, even at high speeds (approx. 6 g).
  • the lateral forces have a large component in the opposite direction to the aircraft speed. This force acts on the side of the pilot, just like the centrifugal force in tight bends for a racing car driver, with load multiples of two to three g. Since these forces only act within a short period of time, they can be easily endured by a well-trained pilot.
  • the lateral evasive maneuver with a very large pushing angle results in a strong deceleration in the speed of the aircraft as a result of increased air resistance.
  • an aircraft coming from behind which does not have this super maneuverability, cannot brake so quickly and will overtake the aircraft, as a result of which the aircraft according to the invention can get into a favorable firing position from behind.
  • the aircraft according to the invention is also ideally suited to intervene in earth fights or to fight ground targets, because it can maneuver in a horizontal plane, ie parallel to the surface of the earth, without the pilot having to initiate a rolling movement when there are changes in direction.
  • the pilot maintains good all-round visibility at all times because part of the view is not obscured by the roll angle position of the usual aircraft.
  • the pilot is of course free at any time to maneuver the aircraft in the usual way. He will also make use of this option, especially if he can make full use of the angle of attack up to extreme values of 30 ° to 60 ° at low flight speeds without exceeding the permissible acceleration limit.
  • the additional surfaces have made it possible to maneuver the aircraft in a horizontal plane without having to roll.
  • a normal plane is a wing. Thanks to the additional surfaces, it has become a so-called cross-wing aircraft and the pilot can hold his aircraft in a horizontal position, for example, and carry out all flight movements with the rudder and elevator alone.
  • the horizontal position can also be maintained by an automatic control.
  • the lateral stability will increase when the additional wings are folded down, because these wing parts on the swept wing are essentially behind the aerodynamic pressure point.
  • the control forces of the rudder 10 can be increased by a thruster 11 (see FIG. 10) projecting into the gas jet.
  • a clutch 12 is actuated, whereby the thruster is activated. In this way, sliding angles of any size can be achieved.
  • a swiveling exhaust nozzle of the usual shape can also be used.
  • FIGS. 8 and 9 show further exemplary embodiments and variants of additional areas.
  • the outer end 13 or 15 of the wing is folded down about an axis 14 either up or down. This reduces the wing span and increases the so-called induced drag, which can also have a positive impact on the air maneuver. If the wing is swept backwards, the lateral stability is increased by folding down the wing tips. This is of course also the case with the embodiment variants according to FIGS. 8 and 9, wherein, for example, a wing end 17 is pivoted up about axis 18 and an additional surface 19 is folded down, while in FIGS. 8 and 9, wherein, for example, a wing end 17 is pivoted up about axis 18 and an additional surface 19 is folded down, while in FIGS. 8 and 9, wherein, for example, a wing end 17 is pivoted up about axis 18 and an additional surface 19 is folded down, while in FIG. 8 and 9, wherein, for example, a wing end 17 is pivoted up about axis 18
  • the maneuverability of the aircraft can be increased according to the exemplary embodiment according to FIGS. 14 to 16 in that the pivotable surface parts 6 or 7 can be rotated either completely about a central axis or partial surfaces 27 and 28 thereof about an axis 29, 30, the axes being vertical are arranged on the wing surfaces. As a rule, a swiveling in both directions by about 15 ° is sufficient.
  • the surface parts 19 and 21 according to FIGS. 8 and 9 can also be designed in this way.
  • the wing stability is increased on the one hand when the wing ends are folded down, on the other hand the stability about the transverse axis decreases, i.e. the longitudinal stability.
  • the longitudinal stability can almost be eliminated. This is advantageous in terms of easy and extreme maneuverability around the transverse axis up to extremely high angles of attack from 30 ° to 60 °.
  • Figure 11 shows an arrangement to reduce the vertical tail 26, i.e. to pivot a suitable hinge point 23 down into the fuselage cladding.
  • the mechanics are similar to those used when pivoting entire structural halves.
  • the downward-extending rudder 24 enters the gas outlet jet of the engine and then fulfills the task of a swiveling nozzle.
  • the reduction or elimination of the lateral stability can also be achieved in that an additional surface 31 arranged in the front in the fuselage is moved out or pushed.
  • This surface 31 can either be pivoted about a vertical axis 32 in the middle (FIG. 16) or, like the vertical stabilizers, have rudder flaps 33 (FIG. 15).
  • two additional surfaces 35 which are clung to the fuselage during normal flight, can be folded down about the axes 34, whereby these surfaces or partial surfaces thereof can also be pivotable about a vertical axis.
  • the front vertical tail can be pivoted in the opposite direction to the rear vertical tail 5. In this case, a turn is initiated. But you can also swing the two vertical tails in the same direction. Then there is an equally directed lateral force at the front and rear and the aircraft performs a pushing movement, arrow in the S direction.
  • This sliding movement can be increased if one extends the additional surfaces and swivels them in the same direction or provides them with nose flaps or possibly also with rear flaps and swivels these flaps in the same direction.
  • the sliding movement makes it possible to fight a target with the rigid guns, the direction of the dashed arrow K, without being on a collision course with the target.
  • FIGS. 18-20 A further exemplary embodiment is shown in FIGS. 18-20, in which additional surfaces 36 are arranged such that they can be moved up and down out of the fuselage.
  • the fuel tanks are located behind the pilot's cockpit and it is possible to arrange these additional surfaces 36 in between during normal flight and to slide them up and down during use.
  • These additional surfaces 36 can, as in the previous ones the examples according to FIGS. 14-17, either be pivoted completely around a vertical axis or provided with partial surfaces which can be pivoted about vertical axes.
  • the front additional surfaces 37 can be pivoted downward about a transverse horizontal axis 38, whereby they also nestle against the fuselage during normal flight or disappear in the bow.
  • These additional surfaces or partial surfaces thereof can also be pivoted about vertical axes.
  • an additional surface 41 can be pivoted down between the two engines about an axis 42, whereby this additional surface or parts thereof can also be pivotable about a vertical axis.
  • the air inlet opening 2 for the engines is located under the fuselage. At high angles of attack, a good inflow of air to the engine is guaranteed. With large sliding angles, however, the air flow can break off. It is therefore expedient to pivot the nozzle inlet by an amount corresponding to approximately the sliding angle, -2 (so that a good air supply is ensured.
  • FIG. 13 schematically shows such an air inlet opening 25 which can be pivoted in the plane of the wings it goes without saying that this also applies to laterally arranged air inlet openings.
  • additional surfaces can also be attached to airplanes whose wings are swept forward instead of to the rear, or to airplanes that do not have a duck tail but a rear wing Horizontal stabilizer.
  • additional surfaces can also be attached to aircraft that have multiple engines. It is also possible not only to attach the axes of the additional surfaces and ends completely parallel to the fuselage center axis, nor to pivot the additional surfaces and ends completely perpendicular to the wings.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Toys (AREA)
EP85810021A 1985-01-23 1985-01-23 Avion à haute manoeuvrabilité Withdrawn EP0188998A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP85810021A EP0188998A1 (fr) 1985-01-23 1985-01-23 Avion à haute manoeuvrabilité

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP85810021A EP0188998A1 (fr) 1985-01-23 1985-01-23 Avion à haute manoeuvrabilité

Publications (1)

Publication Number Publication Date
EP0188998A1 true EP0188998A1 (fr) 1986-07-30

Family

ID=8194619

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85810021A Withdrawn EP0188998A1 (fr) 1985-01-23 1985-01-23 Avion à haute manoeuvrabilité

Country Status (1)

Country Link
EP (1) EP0188998A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2655941A1 (fr) * 1989-12-18 1991-06-21 Touret Bernard Dispositif pour piloter un avion autour de son axe longitudinal.
US5072894A (en) * 1989-10-02 1991-12-17 Rockwell International Corporation Apparatus and method for increasing the angle of attack operating range of an aircraft
US5738331A (en) * 1994-10-21 1998-04-14 Woolley; Paul A. Aircraft crosswind control apparatus
JP2010280252A (ja) * 2009-06-02 2010-12-16 Keiji Shigemiya 飛行機の垂直尾翼

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH220097A (de) * 1941-05-16 1942-03-15 Theod Hausheer Gottlieb Flugzeug.
US2562905A (en) * 1946-10-03 1951-08-07 Burnett L Gadeberg Means for increasing lateral stability of aircraft
FR1083557A (fr) * 1953-05-22 1955-01-11 Fr D Etudes Et De Const De Mat Procédé et dispositif permettant de régler la manoeuvrabilité et la stabilité d'un aérodyne supersonique
US2999657A (en) * 1958-02-17 1961-09-12 Chance Vought Corp Stabilizing means for aircraft
FR1319416A (fr) * 1962-01-18 1963-03-01 Onera (Off Nat Aerospatiale) Perfectionnements apportés aux aérodynes à vitesse de vol supersonique, notammentà ceux munis de dispositifs hypersustentateurs
GB1075403A (en) * 1964-06-04 1967-07-12 British Aircraft Corp Ltd Improvements in space vehicles
US3442472A (en) * 1967-03-13 1969-05-06 Ben F Kalina Elevator and rudder control apparatus
DE1531478A1 (de) * 1967-11-22 1970-01-29 Wuerth Dr Gustav Zusatztragflaechen fuer Start und Landung schnellster Flugzeuge
US4012013A (en) * 1976-02-05 1977-03-15 The Boeing Company Variable camber inlet for supersonic aircraft
GB2010195A (en) * 1977-12-16 1979-06-27 Messerschmitt Boelkow Blohm Highly efficient vertical control surface unit with variable wing geometry
US4236684A (en) * 1979-04-27 1980-12-02 The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration Thrust augmented spin recovery device

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH220097A (de) * 1941-05-16 1942-03-15 Theod Hausheer Gottlieb Flugzeug.
US2562905A (en) * 1946-10-03 1951-08-07 Burnett L Gadeberg Means for increasing lateral stability of aircraft
FR1083557A (fr) * 1953-05-22 1955-01-11 Fr D Etudes Et De Const De Mat Procédé et dispositif permettant de régler la manoeuvrabilité et la stabilité d'un aérodyne supersonique
US2999657A (en) * 1958-02-17 1961-09-12 Chance Vought Corp Stabilizing means for aircraft
FR1319416A (fr) * 1962-01-18 1963-03-01 Onera (Off Nat Aerospatiale) Perfectionnements apportés aux aérodynes à vitesse de vol supersonique, notammentà ceux munis de dispositifs hypersustentateurs
GB1075403A (en) * 1964-06-04 1967-07-12 British Aircraft Corp Ltd Improvements in space vehicles
US3442472A (en) * 1967-03-13 1969-05-06 Ben F Kalina Elevator and rudder control apparatus
DE1531478A1 (de) * 1967-11-22 1970-01-29 Wuerth Dr Gustav Zusatztragflaechen fuer Start und Landung schnellster Flugzeuge
US4012013A (en) * 1976-02-05 1977-03-15 The Boeing Company Variable camber inlet for supersonic aircraft
GB2010195A (en) * 1977-12-16 1979-06-27 Messerschmitt Boelkow Blohm Highly efficient vertical control surface unit with variable wing geometry
US4236684A (en) * 1979-04-27 1980-12-02 The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration Thrust augmented spin recovery device

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5072894A (en) * 1989-10-02 1991-12-17 Rockwell International Corporation Apparatus and method for increasing the angle of attack operating range of an aircraft
FR2655941A1 (fr) * 1989-12-18 1991-06-21 Touret Bernard Dispositif pour piloter un avion autour de son axe longitudinal.
US5738331A (en) * 1994-10-21 1998-04-14 Woolley; Paul A. Aircraft crosswind control apparatus
JP2010280252A (ja) * 2009-06-02 2010-12-16 Keiji Shigemiya 飛行機の垂直尾翼

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